JP2023117388A - Chassis of railway vehicle provided with device for controlling axle - Google Patents

Abstract

To provide active wheel or wheel set control capable of sufficiently obtaining security on traveling even when the traveling speed is high.SOLUTION: A chassis 10 of a railway vehicle includes an axle 12 and a device 20 for controlling the axle. The device includes an actuator 22. The actuator connects the axle to the chassis and can adjust the steering angle of the axle. The chassis includes an attenuation device 24. The attenuation device has frequency-dependent dynamic rigidity but has no static rigidity and connects the axle to the chassis in parallel with the actuator.SELECTED DRAWING: Figure 1

Description

The present invention relates to a rail vehicle chassis according to the preamble of claim 1 and to a device for controlling an axle of said chassis according to the preamble of claim 14 .

Generally, in rail vehicles, the profile shape of the wheels causes the wheelsets of the chassis to serpentine during travel. If the axle is not sufficiently rigidly connected to the chassis frame, the wheelset will run erratically at high speeds.

A hydraulic actuator unit for active wheel or wheelset control for the chassis of a railway vehicle is known from US Pat. This actuator unit features a cylindrical basic shape as its main feature, which allows the actuator described above to directly replace conventional axle guide bearings. Furthermore, this actuator is characterized by having no basic static stiffness. Therefore, no energy and force need be expended to actuate the actuator. However, the lack of basic stiffness is a disadvantage in the event of failure such as complete oil loss due to leakage. In this case, since the axle of the railway vehicle is not sufficiently firmly connected to the chassis, the wheelset may run unstable.

Furthermore, elastic bearings or hydraulic bushings are known for the damped connection of the axle to the chassis. However, since these elastic bearings or hydraulic bushings cannot be actively displaced and have a basic static rigidity, there is some residual rigidity even if the hydraulic bushing oil is lost. Safety functions can be secured.

In summary, therefore, it can be seen that in the event of certain faults, an active wheelset control system does not provide sufficient driving safety, especially at high driving speeds.

DE 102017002926 A1

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide an active wheel or wheelset control that overcomes the above drawbacks.

The object of the invention is solved by a chassis having the features of claim 1 and a device having the features of claim 14 . Advantageous embodiments of the invention are the subject of the dependent claims and the following description.

It first proposes a railway vehicle chassis comprising an axle and a device for controlling the axle. The device comprises a hydraulic actuator. The hydraulic actuator connects the axle to the chassis and allows the steering angle of the axle to be adjusted. The axle may be part of the wheelset of the chassis or the wheelset itself.

According to the invention, the chassis comprises a damping device connecting the axle to the chassis in parallel with the actuator. Here, the concept of "parallel" should be understood as a concept from an operational technical point of view, not from a geometrical point of view. The damping device according to the invention is characterized in that it has a frequency-dependent dynamic or equivalent stiffness but no static stiffness. In other words, the damping device has an excitation frequency- or frequency-dependent stiffness (in particular, the stiffness increases with excitation frequency), but in the static case there is no basic stiffness, so no force needs to be expended. . This means that the actuator for adjusting the steering angle of the axle does not have to act on the basic static stiffness of the damping system, but only on the dynamic stiffness of the damping system. As a result, the energy consumption required for positioning the axle can be greatly reduced.

According to the invention, the parallel arrangement of the actuator and the damping device makes it possible to apply active wheelset control even at high speeds, which improves the driving performance even in the event of a malfunction. This is because the safety of In doing so, actuators known from the prior art, for example from DE 10 2017 002 926 A1, are used, which ensure safety against failure of the wheelset control system at the cost of reconstruction. no need to configure.

The actuator may be a pneumatic actuator or a hydraulic actuator, the latter being preferred.

The frequency dependent feature of the equivalent stiffness of the damping device should be interpreted broadly and not limited to dependence on a particular configuration. In the simplest case, this simply means that when the excitation frequency is zero (the static case), the stiffness is likewise zero (basic stiffness vanishes), whereas when the frequency is above zero, the stiffness means to be a non-vanishing value. This may for example be a constant value. Similarly, it is conceivable that the excitation frequency dependent stiffness will be a linear or non-linear curve. Preferably, however, the equivalent stiffness rises particularly linearly with the excitation frequency, so that sufficient stiffness is obtained even at high vehicle speeds with the occurrence of high excitation frequencies.

One possible embodiment has the following configuration. That is, the actuator has a first operating mode, in which the actuator acts as a passive damping element with a frequency-dependent dynamic stiffness, and the actuator has no particular static stiffness. In a first mode of operation, the actuator contributes only to the passive damping of the axle, providing a damping action in parallel with the damping device. The advantage here is that the stiffness of the actuator and the stiffness of the damping device are added.

In a second operating mode, the actuator functions as an adjustment drive with which the steering angle of the axle can be actively adjusted.

Alternatively, the actuator may have a third operating mode, in which the actuator is fixed, in particular fluidly blocked. This operating state can be used, for example, while the rail vehicle is in a towing maneuver, or while the rail vehicle remains in place after reaching its destination. Thus, in the third operating mode, in particular the actuator is non-adjustable and/or has no primary damping function.

In a further possible embodiment, each operating mode of the actuator is selectable or activatable by means of a control valve. That is, the operating mode can be switched by the control valve. The control valve may be a hydraulic valve, such as a check valve, or a valve assembly.

Preferably, the control valve is switchable by the control unit. To that end, the control unit can receive signals from one or more sensors, and based on these signals switch the control valve to a predetermined switching position corresponding to a particular operating mode of the actuator. It is preferable that

In this case, the control valve can connect the fluid source with the fluid inlet and fluid outlet of the actuator, which in particular are connected to corresponding fluid chambers in the actuator. That is, the control valve is connected between the fluid source and the actuator. The fluid source may comprise a hydraulic motor and one or more hydraulic pumps. For pneumatic actuators, the fluid source may comprise one or more high pressure accumulators.

In a second mode of operation, a fluid source is preferably connected to the fluid inlet and fluid outlet of the actuator, and corresponding pressurization allows desired adjustment or positioning of the actuator.

In the first mode of operation, the fluid inlet and fluid outlet of the actuator may be remote from the fluid source and/or connected to each other via a throttling device. Similar to a hydraulic oscillating damper or hydraulic shock absorber, the throttle device can provide a corresponding damping action on the actuator in the first operating mode.

In an optional third mode of operation, the fluid inlet and fluid outlet of the actuator may be spaced apart from the fluid source and separated from each other.

In yet another possible embodiment, the control unit is arranged to switch the control valve to a switching position corresponding to the first operating mode when the rail vehicle is traveling straight. Alternatively or additionally, the control unit may be arranged to switch the control valve to a switching position corresponding to said second mode of operation when the rail vehicle is cornering. Alternatively or additionally, the control unit may be controlled in a specific state, for example a towing state of the rail vehicle or a state in place, as well as a particular state, for example a manual input by the driver or operator of the rail vehicle. is detected, the control valve may be configured to switch to a switching position corresponding to the third mode of operation.

Further preferably, the control unit automatically detects straight running or cornering (or "defined state" in the third operating mode) based on signals from at least one sensor, It is configured to switch the control valve accordingly.

In general, the control and/or adjustment of control valves or actuators (i.e. selection of each operating mode, possibly control of the axle in a second operating mode, i.e. intentional control of the actuator to position the axle) ), signals from position encoders, angle sensors, pressure sensors, velocity sensors, acceleration sensors, etc. are available. For example, running speed or lateral acceleration can be measured. Similarly, it is also conceivable to determine traction by measuring longitudinal movement between the chassis and a body or vehicle rotatably connected to the chassis. Actuator force can be detected by measuring the pressure within the actuator. It is likewise conceivable to perform pressure measurements within the damping device via an integrated pressure sensor available in the control unit. In some cases, this pressure measurement can also be combined with a corresponding pressure measurement in the actuator.

In a further possible aspect, the damping device is arranged to comprise at least one passive damping element. Preferably, the damping element is a Maxwell body or Maxwell element (ie hook spring and damper connected in series in the rheological model). Preferably, the entire damping device is a Maxwell element.

The damping device may have only a single passive damping element, or may have a configuration in which a plurality of such passive damping elements are connected in series. In the latter case, one or more damping elements may optionally be actuatable or connectable, possibly via the control unit or another control.

As a further possibility, the damping element of the damping device is constructed as a hydraulic shock absorber, in particular a hydraulic shock absorber, preferably without a mechanical spring element. Such damping elements, unlike eg conventional hydraulic bushings, have no basic static stiffness.

According to the invention, the damping device has no basic static stiffness. However, it is also conceivable to use the damping device together with hydraulic bushings, for example to support the damping device on the chassis and/or on the axle. In this case, the hydraulic bushing can be designed to reduce the residual stiffness, which clearly improves the performance of the hydraulic bushing.

In a further possible embodiment, the damping element of the damping device is arranged to be permanently connected in parallel with the actuator. That is, the damping action or stiffness of the damping element is arranged to be permanently brought to the axle parallel to the actuator. The damping element provides sufficient stiffness to support the axle even if the actuator fails, eg leaks. In very rare cases, failures or leaks (double failures) in the actuator and in the damping element in parallel can result in complete failure. But even in the event of its complete failure, there is an acceptable residual risk.

Alternatively or additionally, the damping elements of the damping device may be connectable as required. For example, this can occur due to the desired damping behavior under certain conditions, such as a certain driving speed. Preferably, however, the damping element can be connected even if a malfunction of the actuator is detected. Such malfunctions occur particularly when the actuator leaks. Such a malfunction can preferably be registered by detecting a pressure drop by a pressure sensor provided within the actuator. In the event of such leakage, the actuators alone do not provide sufficient rigidity to support the axles, which can lead to unstable wheel travel, especially at high travel speeds. In this case, the connected damping elements "take over" and provide sufficient stiffness.

In a further possible embodiment, the actuator comprises a pressure sensor capable of detecting a pressure drop within the actuator, and the connectable damping element is preferably fluidic, so that it automatically "actuates" or connects upon a pressure drop. It is configured to be coupled (particularly hydraulically) to the actuator.

As a further possibility, the damper connects the axle to the chassis parallel to the actuator so that the stiffness of the actuator and the stiffness of the damper are added, preferably this system of actuator and damper. are configured to have no static or basic stiffness. The combination of the actuator and the damping device results, for example, in a dynamic stiffness comparable to that of a conventional hydraulic bushing (except for the residual stiffness which is greater than zero for the hydraulic bushing and just zero for the device according to the invention).

A further possibility is that the axle is rotatably supported on the suspension, and the damping device as well as the actuator are arranged to be connected to the suspension. Preferably, the actuator is connected to the oscillating arm of the suspension. Alternatively or additionally, the damping device may be connected to the axle bearing cover of the suspension. It is likewise conceivable to fix the actuator and the damping device to a common oscillating arm.

Connection of the damping device is preferably made through said axle bearing cover which is connected to the oscillating arm as described above, and by connecting the damping device through the axle bearing cover, an existing chassis can easily be installed. Can be retrofitted. This makes it possible, in particular in the course of retrofitting, to make it unnecessary to adjust the entire rocker arm or the suspension.

As a further possibility, the longitudinal axis of the damping device extending along the damping device is arranged to intersect the axis of rotation of the axle (i.e. the longitudinal axis extending axially centrally). . With such a configuration, no additional moment acts via the damping device. In particular, no additional moment is imparted to the oscillating arm when connecting the damping device via the axle bearing cover as described above.

A further possibility is that at least one position encoder or position sensor is integrated into the actuator and/or the damping device. By means of this at least one position sensor the stroke length of the actuator and/or the stroke length of the damping device and/or the position (eg angular position) of the axle can be determined and in particular for controlling and/or adjusting It is preferably available in the control unit. By incorporating a position encoder into the damping device for active wheelset control, the sensors can be protected from environmental conditions near the wheelset. In addition, such position encoders are significantly easier to replace in the event of sensor failure than if they were built into the actuator. As a result, maintenance costs can be reduced and reliability can be improved.

A further possibility is that the actuator comprises an axle casing fixed to the chassis, a hydraulic synchronizing cylinder and a housing movable relative to the axle casing and connected to the axle in response to movement of the synchronizing cylinder. . The synchronizing cylinder is preferably formed or integrated in the axle casing and comprises a piston. This piston has a piston rod that passes through the axle casing on its two flat sides. Each piston rod passing through the axle casing is connected to the housing via a piston spring element, in particular at its end remote from the piston face.

With such an actuator, therefore, movement of the housing can be produced by adjustment of the synchronizing cylinder or movement of the piston rod, which movement is used to produce an oscillating movement in an axle coupled to the actuator as described above. can be generated. Here, the axle casing is in principle fixed in a fixed position to the chassis, so that the relative movement of the housing with respect to it is available for the stroke for deflecting the axle.

The actuator preferably corresponds to the actuator disclosed in DE 102017002926 A1. Each embodiment described in the literature is applicable to the actuator of the present invention. The teaching of DE 102017002926 A1 is fully incorporated into the present disclosure as a possible embodiment of the actuator of the invention.

The invention further relates to a device for controlling the axles of the chassis of the invention. The device comprises a hydraulic actuator according to the invention and a damping device according to the invention, configured as described in any one of the above embodiments. The actuator can then be connected to the axle on the one hand and to the chassis on the other hand. The damping device can be connected parallel to the actuator, on the one hand to the axle and on the other hand to the chassis. In this case, since it is clear that the same effects and characteristics as those of the chassis of the present invention can be obtained, redundant description will be omitted.

The damping device may be a separate component from the actuator. However, it is equally conceivable for the damping device to be integrated in the actuator, or for the damping device and the actuator to be integrated in a common housing. This applies not only to the device of the invention, but also to the chassis of the invention in general. This makes it easier to install or dismantle, for example for easy retrofitting into an existing chassis of a rail vehicle.

The invention further relates to a railway vehicle comprising the chassis of the invention. In this case, since it is clear that the same effects and characteristics as those of the chassis of the present invention can be obtained, redundant description will be omitted.

Further features, details and advantages of the invention will become apparent from the embodiments described below with reference to the drawings.

FIG. 1 is a schematic plan view of the chassis of the present invention in one embodiment. FIG. 2 is a rheological equivalent circuit diagram (left) and a corresponding dynamic stiffness diagram (right) showing an embodiment of the device according to the invention when the actuator is in the first operating mode; . FIG. 3 is a rheological equivalent circuit diagram (left) of a conventional hydraulic bushing and a schematic diagram (right) showing its dynamic stiffness. FIG. 4 is a diagram showing the case where the actuator of FIG. 2 is leaking. FIG. 5 is a diagram showing a case where the hydraulic bushing of FIG. 3 is leaking. FIG. 6 shows the damping device of FIG. 2 in the event of leakage; FIG. 7 is a diagram showing the case where the actuator and the damping device of FIG. 2 are leaking at the same time. FIG. 8 is a rheological equivalent circuit diagram showing the device according to the invention of FIG. 2 when the actuator is in the third operating mode. FIG. 9 is a rheological equivalent circuit diagram showing the device according to the invention of FIG. 2 when the actuator is in the second operating mode.

FIG. 1 shows a schematic plan view of one embodiment of the chassis 10 of the present invention. The figure shows the body of a railway vehicle or part of the vehicle 1 during cornering (the track is shown in curves). The illustrated portion of vehicle 1 includes a chassis 10 having two steerable axles 12 which together form a wheelset of chassis 10 . Each axle 12 has two wheels. These wheels are mounted on tracks and are rigidly or non-rotatably connected to each other via axles. Axle 12 or wheelset control or steering is provided by active wheelset control. This active wheelset control is described in detail below.

In the illustrated embodiment, each axle 12 is adjustable on one side via actuators 22 . The axle 12 is then connected to the actuator 22 on the opposite side. Alternatively, axle 12 may be connected to actuator 22 on either side. The primary purpose of active wheelset control is to apply pressure to actuator 22, which causes rotation of axle 12 about its vertical axis.

In this embodiment, the actuator 22 is a hydraulic actuator. Preferably, the actuator of this embodiment is the actuator described in DE 102017002926 A1. But of course other actuators 22 can also be used for active wheelset control.

First, the actuator 22 is fixed to the chassis frame 18 (shown only schematically in FIG. 1 by lines) in the chassis 10 . Each movable part of the actuators 22 is connected to the swing arm 14 of the suspension of the corresponding axle 12 . Each axle 12 pivots by actuating an actuator 22 that connects the corresponding swing arm 14 to the chassis frame 18 .

Opposite the actuator 22 each axle 12 is also connected to the chassis frame 18 via a further pivot arm 14 and a bearing 19 . The bearing 19 may be, for example, a mechanical bearing or a hydraulic bushing.

In accordance with the present invention, each actuator 22 is provided in parallel with a damping device 24 or axle damper 24 (the two concepts are used synonymously hereinafter) which likewise connects the oscillating arm 14 to the chassis frame 18. be done. That is, each axle 12 is supported on the chassis 10 via a device 20 comprising an actuator 22 and a damping device 24 and is actively adjustable. At the same time, device 20 is used to dampen each axle 12 to ensure constant travel.

As an alternative to the embodiment shown here, the two axles can also be coupled via one common actuator 22 . In that case, the actuator may additionally be fixed to the chassis 10 . In this case the damping device 24 is also connected to both axles in parallel with the actuator 22 .

A further damping device 24 according to the invention is characterized in that it has no basic static stiffness, only a frequency-dependent dynamic stiffness or an equivalent stiffness. In this case the stiffness increases with the excitation frequency. Thus, unlike dampers with static residual stiffness, as is the case, for example, with conventional hydraulic bushings, the actuator 22 does not have to work against the static residual stiffness of the damping device 24, so that the axle 12 can reduce consumption of force required for adjustment of

The damping device 24 is also fixed to the chassis frame 18 and connected to the axle 12 through the axle bearing cover 16 . This axle bearing cover 16 is further connected to the swing arm 14 . In this case, since the longitudinal axis of the damping device 24 intersects the axle 12 , no additional moment is imparted to the oscillating arm 14 via the damping device 24 .

By connecting the damping device 24 through the axle bearing cover 16 , it can be easily retrofitted to an existing chassis 10 . This eliminates the need to adapt the entire swing arm 14 during retrofitting. However, it is also possible to connect the damping device 24 to the oscillating arm 14 without intersecting the axes of the axle 12 and the damping device 24 .

If a position detection at the actuator 22 is required for wheelset control, a corresponding sensor system can be integrated in the damping device 24 arranged in parallel, for example as a technically established solution. This protects the position encoder or sensor from environmental conditions near the wheelset and also allows for easy replacement of the sensor.

Damping device 24 may be a single damping element or a combination of different damping elements. All of these damping elements may be permanently connected in parallel to the actuator 22, with one or more damping elements being actuatable or connectable in the event of actuator 22 failure (especially fluid leakage). There may be.

FIG. 2 is a schematic diagram showing on the left the rheological equivalent circuit diagram of an embodiment of the device 20 according to the invention comprising an actuator 22 and a damping device 24, and on the right the actuator 22 (upper dashed line), the damping device 24 (bottom dashed line) and their combination (solid line) are shown as a function of excitation frequency f.

In this embodiment, actuator 22 has three modes of operation. Actuator 22 is a passive damping element with a frequency-dependent equivalent stiffness and zero residual stiffness in the first operating mode shown in FIG. This first operating state or operating mode is preferably employed when the rail vehicle is traveling straight. To that end, the actuator 22 is moved to a selected switching position via a valve switching device external to the wheelset control. In this switching state the actuator 22 functions as a Maxwell element.

For comparison, an equivalent circuit diagram of a conventional hydraulic bushing 30 is shown in FIG. As can be seen from the right diagram of FIG. 3, the hydraulic bushing 30 has an equivalent stiffness that rises with frequency and a residual stiffness that is higher than zero. The zero point stiffness of the hydraulic bushing 30 corresponds to the basic static stiffness c2.

In this embodiment, the equivalent stiffness of the device 20 of the present invention, that is, the equivalent stiffness of the actuator 22 and the damping device 24 when arranged in parallel, is is selected to be equivalent to the equivalent stiffness of the hydraulic bushing 30.

In the case of the device 20 according to the invention, even if the actuator 22 were to leak oil, the parallel axle damper 24 would provide a damping effect. This equivalent stiffness provides sufficient stiffness or damping, especially at high travel speeds, to avoid wheelset meandering.

Such a defect is shown in the equivalent circuit diagram of FIG. The equivalent stiffness curve (right figure) in this figure shows that the static stiffness c2 remains in the hydraulic bushing 30, and that the equivalent stiffness of the axle damper 24 remains when the actuator 22 leaks. Therefore, if actuator 22 leaks, the equivalent stiffness of axle damper 24 will work against an unstable wheelset. Since unstable running can only occur at high speeds, ie at high excitation frequencies, the (equivalent) stiffness is also only required at high frequencies. In contrast, the hydraulic bushing 30, due to structural considerations, uses its basic static stiffness c2 to counteract the wheelset becoming unstable in the event of leakage.

Due to the parallel arrangement of actuator 22 and axle damper 24 in the present invention, the wheelset control system in the event of a failure such as a leak:

i) Leakage in Actuator 22 (see FIG. 2): Excludes load path through Actuator 22; The axle damper 24 produces an equivalent stiffness according to the external excitation frequency of the wheelset, thereby ensuring stable running. This equivalent stiffness value should at least correspond to the static stiffness value of the hydraulic bushing within the relevant speed range. A situation is thus obtained which is comparable to the hydraulic bushings established today.

ii) Leakage in damping device 24 (see FIG. 6): load path through axle damper 24 excluded. When the railcar is traveling in a straight line, the actuator 22 takes over the power flow and stabilizes the wheelset.

iii) Simultaneous leakage in actuator 22 and damping device 24 (see FIG. 7): This case assumes a double fault occurring simultaneously in two mutually independent devices or components. The residual risks associated with this case are now being countered in various ways. One example is the dual use of yaw dampers in high-speed trains.

Achieving active wheelset control by means of a parallel arrangement of actuator 22 and damping device 24 has the advantage that actuator 22 only needs to act on damping device 24 during positioning of axle 12 . On the contrary, when using the hydraulic bushing 30, the actuator has to overcome both the damping of the hydraulic bushing 30 and the basic stiffness c2 during positioning, so that a large amount of energy has to be expended in positioning the wheelset. I have to.

A second mode of operation of actuator 22 is shown in FIG. In this case, the actuators can be actively adjusted so that the position of the coupled axle 12 can be altered as intended. This can also be done by a valve changer external to the wheelset controller. To this end, the actuator 22 comprises an axle casing which is rigidly connected to the chassis frame 18 and in which a hydraulic synchronizing cylinder is formed, as described for example in DE 102017002926 A1. good too. This hydraulic synchronizing cylinder adjusts the axle 12 in operation.

In a third operating mode, the actuator 22 is hydraulically blocked (see FIG. 8). This operating state can be employed, for example, while the rail vehicle is being towed, or while the rail vehicle remains in place after reaching its destination.

The control and/or adjustment of the external valve switching device is preferably automatic based on sensor data. In this case, in particular straight-line driving or cornering is automatically detected and the valve switching device is controlled and/or adjusted accordingly.

Alternatively, the damping function of damping device 24 may be integrated directly into actuator 22 . However, due to the limited installation situation in the actuator 22, it is preferable to dispose the damping device 24 and the actuator 22 separately. FIGS. 2, 4, and 6-9 each illustrate the damping device 24 external to the actuator 22. FIG.

1 Vehicle 10 Chassis 12 Axle 14 Swing Arm 16 Axle Bearing Cover 18 Chassis Frame 19 Bearing 20 Device 22 Actuator 24 Damping Device/Axle Damper 30 Hydraulic Bushing

Claims (15)

A railway vehicle chassis (10) comprising an axle (12) and a device (20) for controlling said axle, said device (20) comprising a hydraulic actuator (22), said In a chassis, a hydraulic actuator (22) connects said axle (12) to said chassis (10) and is capable of adjusting a steering angle of said axle (12),
a damping device (24) having a frequency dependent dynamic stiffness but no static stiffness and having said axle (12) in said chassis (10) parallel to said actuator (22); A chassis comprising an associated damping device (24). A chassis (10) according to claim 1, wherein
Said actuator (22) is, in a first mode of operation, a passive damping element with frequency-dependent dynamic stiffness but not particularly exhibiting static stiffness, and in a second mode of operation, the steering angle of said axle (12) is A chassis serving as an adjustable adjustment drive, wherein said actuator (22) is preferably fixed, in particular fluidly blocked, in the third operating mode. A chassis (10) according to claim 2, wherein
Each operating mode of the actuator (22) is operable in particular by a control valve connecting the fluid inlet and the fluid outlet of the actuator (22) to a fluid source, said control valve preferably being switched by a control unit. Possible, chassis. A chassis (10) according to claim 3, wherein
The control unit is configured to switch the control valve to a switching position that activates the first operating mode when the rail vehicle is traveling straight, and/or to switch the control valve to the second position when the rail vehicle is cornering. The control unit is further preferably arranged to switch the control valve to a switching position for activating an operating mode, wherein the control unit further preferably determines whether straight line driving or cornering based on a signal from at least one sensor. A chassis configured to auto-detect and switch the control valve accordingly. A chassis (10) according to any one of claims 1 to 4, wherein
The chassis, wherein said damping device (24) comprises at least one passive damping element. A chassis (10) according to claim 5, wherein
Chassis, wherein the damping element of said damping device (24) is configured as a hydraulic shock absorber, in particular a hydraulic shock absorber. A chassis (10) according to claim 5 or 6, wherein
The damping element of the damping device (24) is permanently connected in parallel to the actuator (22) and/or the damping element of the damping device (24) is in particular malfunctioning of the actuator (22). ), and said malfunction can be recorded by detecting a pressure drop by a pressure sensor provided in said actuator (22). A chassis (10) according to claim 7, wherein
Said actuator (22) comprises a pressure sensor capable of detecting a pressure drop in said actuator (22) and said connectable damping element is preferably connected to said actuator (22) so as to be automatically connected in the event of a pressure drop. A chassis that is fluidly coupled. A chassis (10) according to any one of claims 1 to 8, wherein
Said damper (24) is parallel to said actuator (22) and said axle (12) is connected to said chassis (24) such that the stiffness of said actuator (22) and the stiffness of said damper (24) are added. 10), wherein preferably the system consisting of said actuator (22) and said damping device (24) has no static stiffness. A chassis (10) according to any one of claims 1 to 9, wherein
Said axle (12) is rotatably supported on a suspension, said suspension being connected not only to said actuator (22) but also to said damping device (24), preferably said actuator (22) is connected to a swing arm (14) of said suspension and/or said damping device (24) is connected to an axle bearing cover (16) of said suspension. A chassis (10) according to any one of claims 1 to 10, wherein
A chassis, wherein a longitudinal axis of said damping device (24) extending along said damping device (24) intersects an axis of rotation of said axle (12). A chassis (10) according to any one of claims 1 to 11, wherein
At least one position encoder is incorporated in said actuator (22) and/or said damping device (24), said at least one position encoder determining the stroke length of said actuator (22) and/or said damping device (24). and/or the position of said axle (12) is determinable and available in a control unit, in particular for controlling said axle (12). A chassis (10) according to any one of claims 1 to 12, wherein
The actuator (22) comprises an axle casing fixed to the chassis (10), a hydraulic synchronizing cylinder, movable relative to the axle casing and coupled to the axle in response to movement of the synchronizing cylinder. said synchronizing cylinder is preferably formed in said axle casing and comprises a piston which penetrates said axle casing on its two flat sides and in particular its own A chassis having a piston rod at the end opposite the piston face, the piston rod being connected to the housing via a piston spring element. A device (20) for controlling an axle (12) of a chassis (10) according to any one of claims 1 to 13, comprising a hydraulic actuator (22), the hydraulic actuator (22) ) is connectable on the one hand to said axle (12) and on the other hand to said chassis (10) and is capable of adjusting the steering angle of said axle (12), in a control device: a damping device (24) a damping device having a frequency-dependent dynamic stiffness but no static stiffness, connectable in parallel to the actuator (22), on the one hand to the axle (12) and on the other hand to the chassis (10) (24). A rail vehicle comprising a chassis (10) according to any one of claims 1 to 13.